It's well known that de Havilland's slavish adherence to BEA's requirements for the Trident led to the creation of an aircraft which was so tailored to BEA's narrow set of requirements as to be almost unsaleable. Even though the Trident was more technologically advanced than the Boeing 727 it was simply no competition for the larger longer ranged Boeing. Still thanks largely to the UK's friendly ties with former colonial possessions a few sales were made and in fact both neighbours Iraq and Kuwait would become Trident operators during the early 1960s.

Kuwaiti & Iraqi Tridents

By 1960 de Havilland had been swallowed up by Hawker Siddeley who were well aware of the Trident's literal shortcomings. They proposed an improved Trident (the 1E) with uprated engines, higher gross weight and an extended wing area. This no doubt helped the type's hot and high performance. Despite this improvement sales were few and far between - the first being from Kuwait Airways for three aircraft. This was followed by further sales to Iraqi Airways (3), PIA (4), Channel Airways (2), Northeast Airlines (2) and Air Ceylon (1).

These 15 aircraft would comprise the only Trident 1 sales, aside from the 24 Trident 1Cs for BEA. All of the foreign sales must surely be seen in relation to the UK's colonial ties with Kuwait, Iraq and Ceylon, whilst PIA's purchase was partly driven by US animosity towards it at its friendliness towards China. Though there were several keenly fought battles, like that for Japan Airlines and All Nippon in 1964, the Trident was simply no match for the 727.

Kuwait was a British protectorate from 1899-1961 but from 1946 it began to experience what is nowadays termed as its 'Golden Age'; when increasing oil exports drove living standards up and attracted foreign workers. It was also a more liberal environment and during the 1960s and 70s was the most developed nation in the Middle East. It was early during this 'Golden Age' that Kuwait Airways came into being in 1953. Operations began the following year with DC-3s. British influence was strong in Kuwait and in 1958 a management agreement was signed with BOAC. It received its first Viscount in 1958 and started jet service in July 1962 with a leased MEA Comet 4C.

This was a precursor to its own jets as a Comet 4C was included in the August 1962 deal to purchase two Tridents (with a third on option). One-elevens were also on order but were never delivered. The Comet arrived in January 1963 and was followed by a second in August. They enabled the start of services to London in 1964. It wasn't until March 1966 that the first of the Tridents, registered 9K-ACF, was delivered. She was followed by ACG in May and the option for a third aircraft was taken up. The first Trident livery was different to that produced on this Gemini Jets model. It had blue and white stripes on the tail with a large Kuwaiti flag.

Sadly after only a month in service Kuwait's Trident fleet was cut in half when 9K-ACG was destroyed 3.5 miles short of the runway at Kuwait International. She had been on the return leg of a Beirut service when a high rate of descent and failure to follow company regulations caused her to impact the ground. Fortunately no lives were lost but the aircraft was written off.

Kuwait's third Trident arrived in November 1966 but by then the airline had already cancelled its One-Eleven order. Though the Tridents helped it make its first ever profit in 1968 their service careers with Kuwait were short. The Comets and Tridents were replaced from 1968 by 707s and both of the latter were sold to BEA in 1972 and then leased onto Cyprus Airways. ACF became 5B-DAD in March 1973 until May 1977 when she was returned to British Airways. She was withdrawn from use in August 1980 and scrapped the next year.

Another interesting history Richard. Just a slight correction to your first paragraph. The deliveries should read to BKS Air Transport (2) which was later renamed Northeast Airlines.
Shame Gemini chose the second Kuwait Airways scheme for their Trident, as the delivery scheme was much nicer.

Adrian

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I'm Richard Stretton: a fan of classic airliners and airlines who enjoys exploring their history through my collection of die-cast airliners. If you enjoy the site please donate whatever you can to help keep it running: